Engine



Sept. 3, 1935. A. J. MEYER 2,013,164

ENGINE Filed Oct. '7, 1932 3 Sheets-Sheet l INVENTOR.

flndrf cI/fi yer ig/6; I ATTORNEY.

Sept. 3, 1935. V A, J MEYER 2,013,164

ENGINE Filed Oct. '7, 1952 3 Sheets-Sheet 3 INVENTOR.

f WATTORNEY.

Patented Sept. 3, 1935 UNITED STATES PATENT OFFICE ENGINE' Andre J. Meyer,.Detroit, Mich, assignor to Continental Motors Corporation, Detroit, Mich, a.

corporation of Virginia Application October 7, 1932, Serial No. 636,629

10 Claims. (cries-75) My invention relates to engines and more parv t'icularly'to engines of the sleeve valve type, and especially toenginesemploying a single sleeve valve of the combined movement type, but it will be obvious that the principles of my inventionmay be incorporated with sleeve v-alve engines other than those employing a single sleeve valve of the combined movement type.

. An object ofmy invention is to improvethe volumetric eificiency and the general operating performance of a sleevevalve engine.

Another object of my invention is to. improve the operating efficiency: of an engine of the sleeve valve type by providing an engine construction in .whichtheheat maybe more efliciently dissipated. l

Another object of my invention is to improve the; operating efiiciency ofan engine ofthe sleeve va1ve..type-.by. minimizing the sleeve distortion tendency at the time of peakpressures during the power stroke.

-:.Another. object of my present invention is to improve the engine performance by minimizing power losses. due tocompressionleakage by providing, a. piston and. associated sealing rings of noyellconstruction whereby asufficient number of: such rings. areat all times. acting to seal the combustion space above the piston from the engine crankcase whereby to-eliminate loss of compression. by the piston.

-. ginning .of the power. stroke f and corresponding tothe position shown in Fig.1, l I

the-relationofthe cylinder and sleeve ports at Fig- 2a is atportl diagram illustrating the: sleeve and. cylinder ports at an intermediate position of. thepower stroke, particularly illustrating. the

piston" top flush. with the top edgeof the inner cylinder intake port, r

Fig. 3 a. port diagram illustrating the relation. of theports is. opened,

Fig. 4 isa. similar port diagram illustratingv the-outer exhaustopening, l V

i Fig. dis a similar port diagram illustrating theinner exhaustclosing, r

Fig; 6 is a similar port diagram illustrating at the timethelower exhaust ports- 20 and 2! respectively. I and exhaust manifolds 22 and 23 may be incur the time the outer intake opens but prior to actual engine intake.

Fig. 7 is a port diagram illustrating the inner sleeve intake port coming into registration with the inner cylinder intake port,

Fig. 8 is a port diagram illustrating the actual engine intake through the outer cooperating cylinder and sleeve intake ports,

Fig. 9 is a port diagram illustrating the-clos ing of the outer exhaust,

Fig. 10 is a port diagram illustrating the actual engine intake through the cooperating inner cyl-' inder and sleeve ports,

Fig. 11 is a port diagram illustrating the closing of the outer intake, 3 a

Fig. 12 is a port diagram illustrating the closing of the inner intake substantially at the beginning of the power stroke, a 7

Figs. 13 to 17 inclusive, are detail sectional views illustrating the relative position of'the piston and a sleeve port during the compression stroke, and

Figs. 18 and 19 are detail sectional views illustrating the relativeposition of the piston with said sleeve port during a portion ofthe-power stroke.

Inthe accompanying drawings I have illustrated a. sleeve valve engine of the Burt-McCullum type employing a single sleeve valve having acombined reciprocating and oscillating movement with respect to the cylinder and sleeve axes. Thepresent invention is developed in connection with this type of engine and I have chosen to show my invention as incorporatedwi'th this type of engine merely for purposes of illustration as it will be quite obvious that my invention may be incorporated with engines other than those of the type illustrated, if sodesired; In general,

the illustrated embodiment of my invention provides a cylinder structure Ill having suitable cooling jackets H associated with anengine cylinder [2. A cylinder head !3 is secured to the engine structure by means of bolts orother suitable fastening devices and preferably carries a spark plug H5 or other ignition device which has ignition points It projecting within the combus tion chamber H. The cylinder is preferablyprovided with outer and inner exhaust ports Hiand" idrespectively and with outer and inner intake Suitable intake porated for cooperationwith the intake and-exhaust ports. A- sleeve valve 24 is operable within-- thecylinder and is preferably given a combined oscillating andreciprocating movement by means of a wobble crank 25 or other suitable device carried by a valve shaft 26. In the present illustration the sleeve is given the aforesaid movement by means of a link 2'! connected with the sleeve valve by means of a ball and socket connection 28. This valve shaft may be driven from the engine crankshaft 29 by any suitable driving connection. A piston 39 is arranged for operation within the cylinder and preferably within the sleeve valve means 24 and is connected with the crank 3| of the crankshaft 29 by means of a suitable connecting rod 32.

In the present invention the engine herein illustrated is of the type generally referred to as a flat top engine in which the re-entrant portion I3 of the cylinder head is spaced a considerable distance from the inner wall of the sleeve valve so as to expose the outer portion of the sleeve valve to the combustion chamber II. The sleeve 24 is provided with outer and inner intake ports 33 and 34 arranged for respective coop- 'eration with the cylinder intake ports 20 and 2|. The sleeve is also provided with suitable exhaust ports 35 arranged for cooperation with the inner cylinder exhaust port l9 and the top edge 36 of the sleeve valve is preferably utilized for controlling the outer cylinder exhaust port I8.

It may be noted that the outer cylinder intake and exhaust ports 29 and I8 are respectively smaller in area than the inner cylinder intake and exhaust ports 2| and IQ, for a reason that will be more apparent as the description progresses. In the operation of an engine the ignition of the combustible mixture takes place generally as the piston is near the outer limits of its travel at the end of the compression stroke. It is found that the temperature Within the combustion chamber at the beginning of the power stroke is the maximum obtained in the cylinder and this is the time of peak pressures within the combustion chamber. Following the initial ignition of the combustible charge the piston is moved inwardly of the cylinder by the pressure developed in the combustion chamber and the expansion of the gases therein lowers the pressure and decreases the temperature within the combustion chamber. The hottest zone is therefore that portion of the cylinder immediately below the cylinder head and therefore the upper or outer portion of the sleeve which is exposed to the combustion chamber is thus subjected to a maximum of heat and it is quite desirable that this heat be readily and quickly dissipated to insure eflicient engine performance.

The embodiment of my invention as illustrated in the accompanying drawings provides cylinder intake and exhaust ports which are spaced axially of the cylinder, the outer ports being relatively less inarea than the inner ports. At the time of peak pressure and maximum pressure within the combustion chamber, the piston is positioned at or near its outer limit of travel and it will be noted that the piston masks the 5, sleeve portions which overlie the inner cylinder ports 19 and 2 I. Thus the sleeve portions which overlie the outer cylinder ports are the only unsupported sleeve portions which are exposed to the combustion chamber at the time of peak pressure therein. As a result of this construction the pressure within the combustion chamber will not readily distort the unsupported sleeve portions, because they are smaller. Further, the fact that the outer cylinder ports l8 and 20 are of relatively small area provides a relatively greater surface area of the cylinder which is contacting with the sleeve, thereby providing a maximum of heat conducting surface for dissipating the heat of the combustion chamber and this construction thereby decreases the tendency of the sleeve becoming overheated, with the resultant elimination of the tendency of the sleeve from becoming distorted due to the said overheating.

It may be observed that the efiicient dissipation of the heat from the combustion chamber by the construction as herein illustrated, provides for more efi'icient engine operation due to the increase in volumetric efficiency of the engine. The heat developed within the combustion chamber which is thus efficiently dissipated, provides for the maintenance of temperatures in the cylinder at the time when the fuel mixture is introduced therein that will produce efficient engine performance. The major portion of the gases are introduced and exhausted from the engine cylinder by means of the inner cylinder ports which are of greater area than the outer cylinder ports and this action is also productive of the more efficient engine operation.

It will be noted that the inner cylinder intake ports 2| are located at a point substantially midway between the outer and inner limits of the piston travel, the inner cylinder exhaust port I9 is located substantially adjacent the inner limit of piston travel, and the outer cylinder intake and. exhaust ports are located substantially in a common plane perpendicular to the cylinder axis adjacent the. outer limit of piston travel. The location of the inner cylinder exhaust port at the point above described, facilitates engine operation since the hot exhaust gases are exhausted principally through the-inner cylinder exhaustports which are located remote from the hottest zone of this cylinder. The upper cylinder exhaust port I8 is utilized mainly as a scavenging port and the ported sleeve valve cooperates with the cylinder ports in such a way as to provide a sequence of operation in which the exhaust ports are succes sively opened and the opening of the outer exhaust overlaps the opening of the lower exhaust. Also the intake ports are successively opened and the opening of these intake ports are overlapped. The opening of the outer intake overlaps the opening of the outer exhaust to facilitate scavenging of burnt gases from the combustion chamber.

In Figs. 2 to 12 inclusive I have illustrated the various positions of the cylinder and sleeve ports in carrying out the'above cyclical engine events. The relative size of the outer and inner intakeand exhaust means carried by the cylinder are clearly illustrated in these figures.

Another feature of the present invention which is of considerable importance in effecting an efficient engine operation, resides in the piston construction in which the piston rings carried by the piston are so arranged as to provide for the eflicient maintenance of compression in the engine cylinder by eliminating the leakage of compression during the compression and power stroke of the engine. I have provided two sets of piston rings spaced axially. of the piston, each set of rings comprising preferably at least two piston rings. These sets of piston rings are spaced about a distance at least as great as the height of the sleeve port which is masked by the piston. I preferably provide piston rings of the number as illustrated in the accompanying drawings but ohviously more rings could be provided if so desired 753 and it maybe possible to provide merely a pair of spaced rings providingthe width of the rings is sufficient to hold compression. In the latter case, the spacing of therings should beat least equal to the height of the sleeve port plus the width of the ring sothat at least one of the rings would be clear of the sleeve port for any positionof the piston. As the piston begins. its compression stroke, a sleeve port communicates with the interior of the cylinder and the outer movement of the piston in compressing the charge within the cylinder; traps some gas in the sleeve port under compression. As the piston overlaps the sleeve port or ports, the compressed gas-trapped therein acts upon the piston rings and collapses the same. If the rings were arranged in such a way as to all register with the sleeve port in which the compressed gas is trapped at the same time the rings would all be collapsed and leakage of compression would occur. To prevent this leakage of compression, I find that it is necessary to maintain a sufiicient number of rings in operative contact with the cylinder wall, or in this case, the inner surface of the sleeve valve so as to prevent the leakage of compression. With the type of ring as herein illustrated, I find that if two such rings are maintained in operative contact with the sleeve valve the leakage of compression is substantially prevented. The spacing of these two sets of piston rings is such that at least two of such rings are always maintained in operative contact with the sleeve valve throughout the compression stroke of the piston. Also, during the power stroke of the engine when the piston is travelling inwardly of the cylinder at least two of said rings are always in operative contact with the sleeve valve, thereby preventing the escape of pressure past the piston into the crankcase. It may be noted that when the piston approaches its outer limit of travel that the sleeve port herein chosen for illustration communicates with the crankcase and the compressed gas trapped therein is permitted to escape. I have chosen to illustrate the action of the piston and piston rings carried thereby in conjunction with the inner sleeve intake port 34; it will, however, be obvious that the same action is obtained with any sleeve port which is masked by the piston.

It will be apparent to those skilled in the art to which my invention pertains that various modifications and changes may be made therein trolling said cylinder ports, said cylinder intake port means comprising inner and outer ports spaced axially of the cylinder, said outer cylinder ports being relatively less in area than said inner cylinder ports.

2. In an engine of the sleeve valve type, a cylinder ported for intake and exhaust, a piston operable therein, and sleeve valve means for controlling said cylinder po-rts, said cylinder intake port means comprising inner and outer ports spaced axially of the cylinder, said outer cylinder ports being relatively less in area than said inner cylinder ports, the sleeve portion overlying said inner cylinder intake port being masked by the piston at the beginning. of the power stroke.

3. In an engine of the sleeve valve type, a cylinder ported for intake and exhaust, a piston operable therein, and sleeve valve means for controlling said cylinder ports, said cylinder intake port means comprising inner and outer "ports cylinder ports, the sleeve exposedto. the, com-,-,

bustion chamber at the, beginning of the power stroke having a relatively large area contacting with a heat conducting element associated with the engine whereby to dissipate a relatively great amount of heat generated in said combustion chamber.

4. In an engine of the sleeve valve type, a cyl:

inder ported for intake and exhaust, ported sleeve valve means cooperating therewith for controlling intake and exhaust, a piston operable within said sleeve valve means and arranged for movement into overlapping relation with a sleeve port previously exposed to a compressed gas in the engine cylinder whereby to trap a gas therein under compression, and two sets of piston rings supported by said piston and comprising at least tworings in each set, all of said rings being arranged for movement at least once during each engine cycle into registration with the sleeve port whereby the compressed gas trapped in, said sleeve port tends to collapse the rings, said sets of rings being spaced axially of the piston a distance not less than the height of the sleeve port whereby to position at least two of said rings free from the influence of the compressed gas trapped in said sleeve port. 5. In an engine of the sleeve valve type, a cylinder ported for intake and exhaust, ported sleeve valve means cooperating therewith for controlling intake and exhaust, a piston operable within said sleeve valve means and arranged for movement into overlapping relation with a sleeve port previously exposed to the compressed gas in the engine cylinder whereby to trap a gas therein under compression, and piston rings supported by said piston and arranged to be moved into registration with the sleeve port at least once on an engine cycle, said piston rings being spaced axially thereof a distance at least as great as the height of the sleeve port overlapped by said piston plus the width of a ring whereby to maintain at least one of said rings free from the influence of the compressed gas trapped in said sleeve port.

6. In an engine of the sleeve valve type, a ported cylinder, sleeve valve means for controlling the cylinder ports and comprising a ported single sleeve valve of the type having a combined reciprocating and oscillating movement with respect to the cylinder axis, a piston operable within said sleeve valve means and for movement into overlapping. relation with said sleeve port previously exposed to the compressed gas in the engine cylinder whereby to trap a gas therein under compression, and two sets of piston rings supported by said piston and comprising at least two rings in each set, all of said rings being arranged for movement at least once during each engine cycle into registration with the sleeve port whereby the compressed gas trapped in said sleeve port tends to collapse the rings, said sets of piston rings being spaced axially of the piston a distance substantially not less than the height of the sleeve port overlapped by said piston whereby to position at least two of said rings free from the influence of the compressed gas trapped in said sleeve port.

'7. In an engine of the sleeve valve type, 3, y]. inder ported for intake and exhaust, a piston operable therein, and sleeve valve means for controlling said cylinder ports, said cylinder intake and exhaust port means comprising inner and outer exhaust ports and inner and outer intake ports respectively spaced axially of the cylinder, said outer cylinder intake and exhaust ports being relatively less in area than said inner cylinder intake and exhaust ports.

8. In a sleeve valve engine, a cylinder ported for intake and exhaust, ported sleeve valve means associated therewith, a piston operable within said cylinder, said cylinder port means including inner and outer exhaust ports spaced axially of the cylinder and inner and outer intake ports spaced axially of the cylinder, said outer intake and exhaust ports positioned substantially in a common plane perpendicular to the cylinder axis, said inner exhaust port spaced from the outer exhaust port a distance substantially equal to the piston stroke, said inner intake port spaced from the outer intake port a distance substantially equal to one-half the piston stroke.

9. In a sleeve valve engine, a cylinder ported for intake and exhaust, ported sleeve valve means associated therewith, a piston operable within said cylinder, said cylinder port means including inner and outer exhaust ports spaced axially of the cylinder and inner and outer intake ports spaced axially of the cylinder, said outer intake and exhaust ports positioned substantially in a common plane perpendicular to the cylinder axis, said inner exhaust port spaced from the outer exhaust port a distance substantially equal to the piston stroke, said inner intake port spaced from the outer intake port a distance substantially equal to one-half the piston stroke, said inner intake and exhaust ports being respectively greater in area than the outer intake and exhaust ports whereby to pass the major portion of gases in and out of the cylinder, at points relatively remote from the zone of hottest cylinder temperature.

10. In a sleeve valve engine, a cylinder ported for intake and exhaust, ported sleeve valve means associated therewith, a piston operable within said cylinder, said cylinder intake ports spaced axially of the cylinder and comprising inner and outer intake ports, said inner cylinder intake port or ports having a relatively greater area than said outer cylinder intake port or ports whereby to introduce the major portion of gases to the cylinder at a point relatively remote from the zone of hottest cylinder temperature.

ANDRE J. MEYER. 

